Summary After departing from Swartz Bay terminal, the British Columbia Ferry Corporation (BCFC) vessel MAYNEQUEEN experienced a steering failure, veered sharply to port off the mid-channel, and grounded. Three of the ferry's four propulsion units sustained extensive damage. A small leak of hydraulic oil was immediately contained by booms. No one was injured in this occurrence, and the ferry was refloated on the same day during a rising tide. Ce rapport est galement disponible en franais. Other Factual Information Particulars of the Vessel The MAYNEQUEEN is a double-ended, RoRo coastal ferry designed to carry 75 vehicles on the main deck and 400 passengers on the upper decks. Originally fitted with two fixed propellers and one rudder at each end, she was modified in the 1970s. Since that time, the propulsion and steerage of the vessel is effected by four right-angle drives (RADs), one at each quarter of the hull. The RADs can be controlled either directly from the wheel-house or from the engine control room; when in regular service, the wheel-house control mode is used. The rudders have been welded in the amidships position and act as skegs. Steering of the vessel is effected by rotating the RADs and pointing the propellers in the desired direction. Each RAD is rotatable through 360 by means of a hydraulic motor which turns the vertical leg through pinion gears. The wheel-house control system of the hydraulic motor is powered by 24-volt DC voltage supplied by a set of batteries, which are continuously charged via a battery charger. Each week on Monday, the batteries are tested. During testing, the charger is disconnected and the current dials are observed while the system is in full operational mode, that is, under way and steering. The batteries are located on the vessel's main deck in a padlocked compartment which can be unlocked with a key marked No. 3. Several copies of this key exist, one placed in the engine control room and others carried by some of the crew members. All main switches to the charger are located in the engine control room. However, there are two switches in the battery compartment which shut off the DC power circuit between the batteries and the wheel-house. These switches, prominently located on the uninterruptible power supply (UPS) boxes, are used to shut off DC power when the vessel is lying idle at night. Every night from 2200 until 0500, during the night shift (graveyard shift), the vessel is tied up at one of the terminals. All machinery is stopped, and the crew performs routine maintenance. Also, the 24-volt power supply is disconnected from the wheel-house by means of the two switches. On 12 August 1996, after an overnight tie-up, the MAYNEQUEEN departed from Swartz Bay terminal at 0546[1]. All initial checks and inspections had been satisfactorily completed before departure. The ferry made scheduled calls to three terminals on nearby islands and completed the first round trip at 0904. At 0915, the vessel, loaded with 40 vehicles and 84 passengers, again departed from Swartz Bay terminal bound for Fulford Harbour. At 0920, after Full Away was rung, the master gave the chief engineer permission to start the battery test, as had been agreed prior to departure. The third engineer, present in the control room, overheard the conversation. He then left the engine-room to collect mail from the cafeteria attendant. At 0921, the chief engineer switched off the charger on the control room switchboard, and this was signalled by two red lights on the alarm panel marked Charger Failure. He intended to observe the current readouts for some time and was standing by, ready to reconnect the charger if necessary. Similar signals came on in the wheel-house and were acknowledged by the master. At 0922, two other red lights came on, with the indication Steering Control Supply Failed. At about the same time, the master telephoned and advised that the vessel had lost steering and he made a request to restore it. The chief engineer reconnected the battery charger; however, the second pair of red lights stayed on. He then ran up the stairs to the battery compartment. On his way up, he met the third engineer who informed him that he had restored the steering. However, the vessel was already aground. After departure from Swartz Bay terminal, the master conned the vessel through Gosse Passage. When the ferry was abeam of Clive Island, the master logged Full Away and gave his permission to test the batteries supplying power to the steering control. At that time, the MAYNEQUEEN was making a speed of approximately 10 knots and steering 030 True. Subsequently, in accordance with routine, the anticipated alarm Charger Failure came on and was silenced by the master. At 0923, the helmsman reported that the vessel, which at that moment was turning to port to align with the charted course of 016 True, had lost steering. The third engineer later reported that, upon hearing the chief engineer talking over the phone about the battery test, he had gone up the stairs, unlocked the battery compartment, and put the two switches in the OFF position. He had assumed that this was the chief engineer's intention and, although he had not been asked or ordered to do so, he had wanted to render his assistance. After switching off the power, he locked the compartment and continued to the cafeteria, which was one deck above. While he was on the upper deck, he observed the vessel swinging rapidly. He went back down to the battery compartment and put the switches back in the ON position. Upon hearing the helmsman's report, the master called the engine-room and ordered the chief engineer to restore the steering. He also declutched all four RADs and directed one of the deck-hands to drop the forward anchor. Approximately 20 seconds later, when the steering was still not functional and the vessel kept swinging to port, the master ordered the stern anchor dropped. The order was promptly executed by another deck-hand. These measures, however, did not prevent the vessel from grounding. Still swinging to port, the MAYNEQUEEN ran aground at approximately 0925 in position 4842'19N, 12324'20W, on a heading of 240 True. Immediately after the grounding, the master notified Vancouver Marine Communications and Traffic Services (MCTS) and the Swartz Bay terminal. He then ordered the sounding of the tanks and bilges. The passengers were kept informed. Before the grounding, the mate announced on the public address (PA) system that the vessel would have a hard landing. After the grounding, the passengers were advised that the vessel was not in danger. They were looked after by the catering personnel and provided with complimentary snacks. The engine-room personnel examined the hull and the propulsion units for damage. Following these immediate actions, the sounding of the sea bottom around the hull was conducted. A short time later, some hydraulic oil was seen leaking from one of the RADs. A portable boom was immediately deployed by the crew to avert the possibility of pollution. The vessel was refloated at 1321, during the afternoon high tide, and, with the help of a tug, returned to Swartz Bay terminal where she was secured at 1424. During post-occurrence diving operations, it was ascertained that the legs of RADs Nos. 1 and 2 had been sheared off. The propeller of RAD No. 3 was slightly damaged and was causing the whole unit to vibrate. The small leak of hydraulic oil was contained and no damage to the environment was observed. The only source of 24-volt DC power supply to the steering control is the abovementioned charger-and-batteries arrangement. The RADs can be turned individually using an alternative system (jog steering), powered by a separate 24-volt battery. Four spring-loaded switches, one for each RAD, are located on the wheel-house control panel for this purpose. The jog steering, designed and used for RAD maintenance, provides no information feedback from the RADs if the main power source is switched off. Thus, the position indicators would not show the direction of the RADs. The master of the MAYNEQUEEN did not make use of the jog steering, as he was aware that without knowing the direction of the RADs, he could make the situation worse. He decided to reduce the vessel's speed by declutching the propulsion and dropping the anchors. The weather was clear, with good visibility, light wind and rippled sea surface. The master did not report that the weather or the current were factors contributing to the accident. The tide, however, was a significant factor when the vessel finally became free and floating. The Canadian Tide and Current Tables, Volume 5, show the following times and heights for Swartz Bay, the nearest reference point, on 12 August 1996: The grounding occurred approximately 11 minutes before low water, and the vessel was refloated during the rising tide. The master of the MAYNEQUEEN held a ON-I Certificate of Competency issued by the examination branch of the Canadian Coast Guard in 1991. He had accumulated approximately 20 years of sea service on various vessels, of which approximately 5 years, since 1991, were with the BCFC as master on various ferries. The mate, and the chief and third engineers all held proper grade marine certificates issued in Canada. The chief engineer had accumulated approximately 25 years of sea service, mostly on deep-sea cargo vessels and has worked on BCFC vessels since 1992 as a relieving second and chief engineer. The third engineer holds a Class 4 Motor Certificate of Competency issued in 1993 in Canada. He had accumulated approximately 5 years of sea time on BCFC vessels as an oiler, junior engineer and third engineer. At the time of the occurrence, he was on his fourth morning shift. Before starting on the morning shift, he had worked on six graveyard shifts, followed by three days off. He was not assigned to the MAYNEQUEEN as regular crew. His familiarization and first sailing on this vessel was in May 1996, after which he had sailed on other ferries. At various times between May 1996 and the day of the occurrence, he had been on board the MAYNE QUEEN on three Monday morning shifts; however, he participated in the battery test for the first time on 12 August. He had sailed with this chief engineer on another vessel, but the 12 August shift was their first sailing together on the MAYNEQUEEN. The MAYNEQUEEN was issued a SIC 17 by Transport Canada (TC) Marine Safety in Vancouver on 10 May 1995, due to expire on 09 May 1997.